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Vol 49 Page 3 Vol 64 Page 15 Airman Aircrew. Over the two days, 19th and 20th October, 2018, the RAAF Airman Aircrew Association blokes and blokettes got together at the Club Services Ipswich club rooms for one of their famous get togethers. This page contains several HD photos and will take a few seconds to load. RAAF Radschool Association Magazine. Vol 64. Page 15 The “get-together” was organized by Howdie and Ruthie Farrar below. Bob Pearman, Al Harris. B RAAF Radschool Association Magazine. Vol 64. Page 15 Barry Bircham, Paddy Sinclair. Bill DeBoer, Max Lollback. C RAAF Radschool Association Magazine. Vol 64. Page 15 Sandra DeBoer. Sandra was in the coffee section - someone has to drive home!! Brittany and Rick Haslewood. D RAAF Radschool Association Magazine. Vol 64. Page 15 Brittany was one of the lovely young ladies who looked after everyone during the night. Cheryl Coyne, Nola Luyton. Chris Fernande, Bill Luyton, Steve Hennessy, Tony Hall. E RAAF Radschool Association Magazine. Vol 64. Page 15 Claire and Richard Haslewood. Chris Fernandez, Bill Luyton. F RAAF Radschool Association Magazine. Vol 64. Page 15 Collen Praniess, Richard Horne. John Ridout, Tom Mills. G RAAF Radschool Association Magazine. Vol 64. Page 15 Ian Lane, “Rossy”, Colleen Praniess. Kevin Dransfield, Frances Birchman H RAAF Radschool Association Magazine. Vol 64. Page 15 Colleen Praniess, Trev Benneworth. Lance Hazelwood, Bob Wheeler. I RAAF Radschool Association Magazine. Vol 64. Page 15 Ted Crawley, Brian Carpenter, Ruthie Farrar, Leonie Avery Both Ruthie and Leonie were “hosties” on the Boeing 707 with 33 Sqn at Richmond. Kevin Dransfield, Rick Haslewood. J RAAF Radschool Association Magazine. Vol 64. Page 15 “Bronco and the Colonel”. Richard and Jenny Horne. K RAAF Radschool Association Magazine. Vol 64. Page 15 Jimmy Stewart. Jimmy Stewart's family on both sides had deep military roots, as both grandfathers had fought in the Civil War and his father had served during both the Spanish–American War and World War I. Stewart considered his father to be the biggest influence on his life, so it was not surprising that, when another war came, he too was willing to serve. Members of his family had previously been in the infantry, but Stewart chose to become a flier. An early interest in flying led Stewart to gain his private pilot certificate in 1935 and commercial pilot license in 1938. He often flew cross-country to visit his parents in Pennsylvania, navigating by the railroad tracks. Nearly two years before the December 1941 attack on Pearl Harbor, Stewart had accumulated over 400 hours of flying time. Considered a highly proficient pilot, he entered a cross- country race as a co-pilot in 1939. Stewart, along with musician/composer Hoagy Carmichael, saw the need for trained war pilots, and joined with other Hollywood celebrities to invest in Thunderbird Field, a pilot-training school built and operated by L RAAF Radschool Association Magazine. Vol 64. Page 15 Southwest Airways in Glendale, Arizona. This airfield became part of the United States Army Air Forces training establishment and trained more than 10,000 pilots during World War II. In October 1940, Stewart was drafted into the United States Army but was rejected for failing to meet the weight requirements for his height for new recruits—Stewart was 2.3 kg under the standard. To get up to 65 kg, he sought out the help of Metro-Goldwyn-Mayer's muscle man and trainer Don Loomis, who was noted for his ability to help people gain or lose weight in his studio gymnasium. Stewart subsequently attempted to enlist in the Air Corps, but still came in underweight, although he persuaded the enlistment officer to run new tests, this time passing the weigh-in with the result that Stewart enlisted and was inducted in the Army on March 22, 1941. Stewart enlisted as a private but applied for an Air Corps commission and Service Pilot rating as both a college graduate and a licensed commercial pilot. Soon to be 33, he was almost six years beyond the maximum age restriction for Aviation Cadet training, the normal path of commissioning for pilots, navigators and bombardiers. The now-obsolete auxiliary pilot ratings (Glider Pilot, Liaison Pilot and Service Pilot) differed from the Aviation Cadet Program in that a higher maximum age limit and corrected vision were allowed upon initial entry. Stewart received his commission as a second lieutenant on January 1, 1942 shortly after the attack on Pearl Harbor, while a corporal at Moffett Field, California. He received his Service Pilot rating at that time, under the Service Pilot program established in March 1942 for experienced former civilian pilots. Although Service Pilots were normally restricted to noncombat flying, they were permitted to fly overseas on cargo and utility transports, typically with Air Transport, Ferry or Troop Carrier Commands. Under the regulations of the period, a Service Pilot could obtain an unrestricted Pilot rating after one year of USAAF service on flying status, provided he met certain flight experience requirements and passed an evaluation board, and some did in fact go on to combat flying assignments. Stewart's first assignment was an appearance at a March of Dimes rally in Washington, D.C., but Stewart wanted assignment to an operational unit rather than serving as a recruiting symbol. He applied for and was granted advanced training on multi-engine aircraft and was posted to nearby Mather Field to instruct in both single- and twin-engine aircraft. Stewart had been concerned that his expertise and celebrity status would relegate him to instructor duties "behind the lines" and his fears were confirmed when he was used in training bombardiers. He was eventually transferred to Hobbs Army Airfield in New Mexico, for three months of transition training in the four-engine B-17 Flying Fortress, then sent to the Combat Crew Processing Centre in Salt Lake City, where he expected to be assigned to a combat unit. Instead, he was assigned in early 1943 to an operational training unit as an instructor. He was promoted to captain on July 9, 1943 and appointed a squadron commander. To Stewart, now 35, combat duty seemed far away and unreachable, and he had no clear plans for the future. However, a rumour that Stewart would be taken off flying status and assigned to making training films or selling bonds called for immediate action, because what he dreaded most was "the hope- shattering spectre of a dead end". He appealed to his commander who understood his situation and recommended Stewart to the commander of the 445th Bombardment Group, a B-24 Liberator unit that had just completed initial training at Gowen Field and gone on to final training in Iowa. M RAAF Radschool Association Magazine. Vol 64. Page 15 In August 1943, Stewart was assigned to the 445th Bomb Group as operations officer of the 703d Bombardment Squadron, but after three weeks became its commander. On October 12, 1943, judged ready to go overseas, the 445th Bomb Group staged to RAF Tibenham, Norfolk, England. After several weeks of training missions, in which Stewart flew with most of his combat crews, the group flew its first combat mission on December 13, 1943, to bomb the U-boat facilities at Kiel, Germany, followed three days later by a mission to Bremen. Stewart led the high squadron of the group formation on the first mission, and the entire group on the second. Following a mission to Ludwigshafen, Germany, on January 7, 1944, Stewart was promoted to major and was awarded the Distinguished Flying Cross for actions as deputy commander of the 2nd Combat Bombardment Wing on the first day of "Big Week" operations in February. On March 22, 1944, Stewart flew his 12th combat mission, leading the 2nd Bomb Wing in an attack on Berlin. On March 30, 1944, he was sent to RAF Old Buckenham to become group operations officer of the 453rd Bombardment Group, a new B-24 unit that had just lost both its commander and operations officer on missions. To inspire the unit, Stewart flew as command pilot in the lead B-24 on several missions deep into Nazi-occupied Europe. As a staff officer, he was assigned to the 453rd "for the duration" and thus not subject to a quota of missions of a combat tour. He nevertheless assigned himself as a combat crewman on the group's missions until his promotion to lieutenant colonel on June 3 and reassignment on July 1, 1944, to the 2nd Bomb Wing, assigned as executive officer to Brigadier General Edward J. Timberlake. His official tally of mission credits while assigned to the 445th and 453rd Bomb Groups was 20 sorties. He continued to go on missions uncredited, flying with the pathfinder squadron of the 389th Bombardment Group, with his two former groups and with groups of the 20th Combat Bomb Wing. He received a second award of the Distinguished Flying Cross for actions in combat and was awarded the French Croix de Guerre. He also was awarded the Air Medal with three oak leaf clusters. He served in a number of staff positions in the 2nd and 20th Bomb Wings between July 1944 and the end of the war in Europe and was promoted to full colonel on March 29, 1945. Less than two months later, on May 10, he succeeded to command briefly the 2nd Bomb Wing, a position he held until June 15, 1945. N RAAF Radschool Association Magazine. Vol 64. Page 15 Jimmy Stewart was one of the few Americans to ever rise from private to colonel in only four years during the Second World War.

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